What price can one put on having peace of mind? In this day and age, more so than ever, insurance is non-negotiable – it’s a financial lifeline and a get-back-on-your-feet solution for when things go wrong. With Budget Insurance, peace of mind doesn’t have to cost a fortune and, by following just 10 practical tips, you can reduce your premium appreciably.
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Sometimes, things go wrong
This year, from January to March, there were 40 960 home burglaries, hijackings went up by 19.7% and 9 377 cases of car and motorbike theft were reported – that’s according to the SAPS. Then the floods came, which destroyed homes and washed vehicles away. We are not talking about minor bumps or dents here – countless assets were written off; it was a devastating loss in which South Africans lost hundreds of thousands of Rand… and some even more than that.
Needless to say, many individuals and their families were ruined financially because they weren’t insured against damage or loss. Cash-strapped South Africans will point out that the cost of living crisis, including record high fuel prices, makes insurance unaffordable. This incorrect notion is why 70% of (or 2 out of every 3) registered cars on our roads are uninsured and why, when it comes to homes and their contents, some South Africans are underinsured by as much as 60%.
However, the country’s recent spate of misfortune demonstrates that insurance is a must-have and with Budget Insurance, peace of mind doesn’t have to cost a fortune. Here’s how you can reduce your premiums appreciably.
10 premium-busting tips for savvy South Africans
1. Shop around and choose your insurer wisely
Budget Insurance, for one, offers some of South Africa’s lowest home contents insurance quotes and saves their customers up to R420 when they combine their home and car insurance. One can also save 20% when buying car insurance via Budget’s website.
2. Insure your vehicle for the correct value
Drivers of older vehicles must ensure that they are not over-insuring their cars. While Budget Insurance takes into account the vehicles’ depreciated value, not all insurers do, so make sure your vehicle is insured for the correct value.
3. Update your home contents policy
Review your household inventory every 6 months and adjust the total insured sum accordingly. When you calculate the insured amount of your home contents, make sure you are using replacement values and not market values. Remove old and discarded items that no longer need to be insured from your inventory.
4. Don’t duplicate coverage
If your car or home insurance company offers free roadside assistance, you needn’t opt for the same benefit from your medical aid provider.
5. Increase your security
You could reduce your car insurance premium if you’ve fitted your car with additional safety features, or pay less on your home insurance premium if you’ve invested in an alarm system for your home or if you’ve moved to a safer neighbourhood.
6. Don’t claim unnecessarily
Keep your insurance for real catastrophes, which result in unexpected large losses and avoid claiming for small events that you could cover from your own pocket.
7. Increase your excess
You could save some money on your monthly insurance premium by increasing the excess you pay when you claim. It’s best to find a balance where you’re paying a reasonable premium and you can cover your excess in the event of a claim.
8. Combine your policies
By insuring your car and home contents, or your car and buildings insurance with the same insurance provider, you could qualify for a discount.
9. Review your cover on a regular basis
As your individual needs change, so may your insurance needs. For instance, you may no longer need full comprehensive cover on an older or second vehicle and may want to consider insuring it with Budget Lite.
10. Make sure you keep your details updated
Insuring your vehicle for private use if you no longer use it for business, or if your vehicle is now parked in a more secure environment overnight, like inside a locked garage, it will save you money so let your insurer know.
Where to find the best car insurance in South Africa?
The consequences of going without insurance can be catastrophic. With smart planning, insurance can be both comprehensive enough and affordable – placing complete peace of mind within anyone’s reach.
Our friendly consultants are ready to get you set up with Budget Insurance. Give them a call on 0861 00 13 53 or leave your details and they’ll call you back at no expense to you! You can also request an online quote.
If you could wave a wand and bring any 3 new cars to South Africa, what cars would be on your wishlist? Here are 3 new cars we wish would be offered in South Africa right now!
While that might be the case, it doesn’t stop us from dreaming. There are so many cars that aren’t likely to be offered in South Africa but if you could magically make 3 cars appear on South African roads, what would you want to see in Mzansi the most and why?
Take a look at the 3 new cars we want to see in South Africa right now…
3 New Cars We Want In SA Right Now
1. GWM Ora Cat
With fuel prices in South Africa rapidly increasing, the need for affordable electric vehicle (EV) alternatives is growing by the day. Current EV products are simply too expensive for widespread adoption and a significant untapped market exists for affordable EVs. The solution, however, is unlikely to come from traditional luxury brands such as BMW, Audi or Mercedes-Benz but rather from Chinese brands such as GWM’s Ora electric car, Haval’s Wey brand and Chery.
The GWM Ora Cat is currently under consideration for introduction in South Africa and if it arrives on local soil, it’s likely to mark the start of an influx of more affordable electric vehicles and brands such as Chery are likely to join the entry-level EV party too. The ORA Cat, depending on the derivative, can deliver up to 126 kW and 250 Nm from a front-drive motor and importantly offer a range of up to 501 km.
Pricing will be critical but if the GWM Ora Cat can come to market at under R500k in South Africa, we suspect that many local buyers will seriously consider switching to electric mobility considering the current fuel price crisis which has no respite in sight.
Would you consider the Ora Cat if it was offered for under R500k?
The 408 will go on sale in Europe in 2023 with a turbocharged 1.2-litre petrol engine with 96 kW and 230 Nm, the same that powers the Peugeot 2008 in South Africa. Peugeot will also offer a pair of plug-in hybrid derivatives, combining a 81 kW electric motor and either a 110 kW or 132 kW 1.6-litre turbopetrol engine. Total power outputs for the base 408 comes to 133 kW and 360 Nm while the more powerful 408 offers 165 kW and the same torque figure of 360 Nm. An 8-speed automatic transmission directs power to the front wheels for all 408 derivatives. A battery-electric 408 is also expected.
With the absence of affordable electric cars in South Africa, hybrid cars serve as an excellent alternative for buyers looking to slash fuel costs and take advantage of better efficiency. Hybrid popularity is on the increase worldwide and in South Africa with brands such as Toyota leading the hybrid charge with products such as the RAV4 Hybrid, Corolla Cross Hybrid and Corolla Hybrid. Other brands such as Haval will soon join the hybrid fray with the introduction of the H6 Hybrid.
The 408’s interior has a futuristic and edgy interior design and the firm’s latest i-Cockpit with its small but engaging multifunction steering wheel is also fitted along with two 10-inch screens that make up the instrument cluster and infotainment system.
We are holding thumbs that the new 408, including a the plug-in hybrid 408, will see the light of day in South Africa.
Yes, we love a fast and mean-looking station wagon and the new BMW M3 Touring has us wishing that antistationwagonism in South Africa wasn’t a thing. The BMW M3 Touring has finally broken cover and right now it’s the car we would love to have on sale in South Africa! The Audi RS4 Avant needs some competition, right, BMW?… Sadly, the M3 Touring is currently “not confirmed” for South Africa.
The M3 Touring packs a mega punch with a twin-turbocharged 3.0-litre straight-6 petrol engine generating 375 kW and 650 Nm of torque. An 8-speed automatic transmission directs all that grunt to all-four wheels and the M3 Touring claims the zero to 100 kph dash in just 3.6 seconds and will reach 200 kph from standstill in just 12.9 seconds.
It can also seat 3 people comfortably in the rear and when the seats are folded down you have space for just about anything, including multiple surfboards (because that’s important). BMW claims maximum load space at 1 510-litres. This is all the car you will ever need!
And then there’s the styling! Well, ain’t it just a pretty thing? Bring it, BMW!
Ford’s New SuperVan is a 1 471 kW Electric Transit
Yes, Ford’s SuperVan is back! This latest (fourth) iteration takes the form of a fully electric Transit with a whopping 1 471 kW and a track-tuned chassis. The fastest delivery van yet?
Ford has taken the wraps off what is surely its craziest SuperVan yet. Meet what is officially known as the Ford Pro Electric SuperVan, a battery-powered utility vehicle boasting a heady peak power output of 1 471 kW and a claimed 0-100 kph time of under 2.0 seconds.
Unveiled at the 2022 Goodwood Festival of Speed, the latest one-off performance van is the fourth iteration in the Blue Oval brand’s famous SuperVan series. It features the “highest performance of any Ford van ever” and, according to Ford, underscores the company’s “huge commitment to electrification”.
Drawing inspiration (and some components) from the E-Transit Custom revealed back in May 2022, SuperVan 4 combines 4 electric motors, a 50 kWh liquid-cooled battery and a bespoke control system to generate 1 471 kW. Ford does not list a maximum torque figure.
The battery-powered van features a “purpose-built, track-ready” chassis, 5 selectable drive modes (including drag, drift and rally) and regenerative braking technology. Described as a one-off “demonstrator” vehicle, the new SuperVan marries the E-Transit Custom floorpan with a steel spaceframe and lightweight composite body panels.
A sketch of Ford’s new SuperVan 4, which was styled by the company’s Cologne design team.
It’s certainly aggressively styled, too, featuring a hefty front splitter, chunky side skirts, a large rear diffuser and a towering rear wing. At each corner, you’ll find unequal-length double wishbone suspension, which combines with motorsport-grade front and rear subframes, and suitably powerful brakes to deliver impressive performance on track.
Inside, there’s a full FIA-spec roll cage and racing seats, while a bespoke electronics package allows fine-tuning of the traction control, launch control, pit-lane speed limiter and three-stage regenerative braking systems. There’s even an E‑Boost button that temporarily boosts power and torque. Smokey burnouts are seemingly simple to perform as well thanks to a new system that brakes one axle while spinning the other.
Ford Performance says it developed the latest SuperVan “in secret” with help from electrified rally and racing specialists Stard in Austria, with the exterior styling taken care of by the Ford Design team in Cologne.
As a reminder, the original SuperVan was revealed back in 1971 featuring a mid-mounted engine pilfered from the Le Mans-winning Ford GT40. Next came 1984’s SuperVan 2, powered by a Cosworth V8 from Ford’s C100 racing car. SuperVan 3, meanwhile, was revealed in 1995 and upgraded to a Cosworth HB engine shared with Formula 1 cars of the era.
“Ford Pro is all about accelerating productivity for our customers – so why not create a new Electric SuperVan that proves the power of electrification and connectivity?” asked Hans Schep, general manager, Ford Pro, Europe. “This incredible demonstrator vehicle takes E-Transit Custom’s advanced engineering and distinctive look to a whole new level, and is high-speed proof of the power of Ford Pro’s connected services ecosystem.”
Watch the Ford Pro Electric SuperVan head up Goodwood’s famous hillclimb, with Romain Dumas at the helm, in the video below (from 03:12)…
Buyer’s Guide – Best Double-Cab Bakkies for Off-road Driving
We examine the best double-cab bakkies for sale in South Africa if you need real 4×4 ability. While nearly every bakkie is capable when the tarmac ends, some models have been purposely engineered for 4×4 driving. Here are our favourites.
While cars are designed to be driven primarily on tar, there’s a segment of the car-buying public who will be looking to purchase a vehicle based on its off-road and 4×4 skillset. And South African buyers have access to some of the world’s best double-cab bakkies for 4×4 adventuring.
These double-cab bakkies are rated by their 4×4 capabilities, with ground clearance, approach/departure angle, low-range gearbox availability as well as off-road driving modes and differentials.
Best Off-road Bakkies
Ford Ranger Raptor
Ground clearance: 272 mm
Approach/Departure angles: 32/24 degrees
Low Range: Yes
Off-road modes: Yes
Differentials: locking front, and rear.
Priced from: R 1 270 000
Wading depth: 850 mm
The Ford Ranger Raptor is an absolute off-road weapon, thanks to a combination of trick off-road-biased tyres, Fox Racing suspension, and clever off-road modes including an insane Baja no-holds-barred setup. It has been assembled from the ground up to be a purpose-built off-road specialist.
There is no bakkie with more sophisticated off-road-specific suspension available with a factory warranty than the Ranger Raptor. Its rear suspension is borrowed from the Everest rather than the standard Ranger’s leaf-sprung solid axle.
Ford’s second-gen Ranger Raptor lot more ground clearance than a standard Ranger, at 272 mm, but less than the previous-generation Raptor diesel, which had 283 mm of clearance. Wading depth is 850 mm.
The Raptor’s 3.0-litre turbopetrol V6 engine (with 292 kW and 583 Nm of torque) is mated with a slick 10-speed automatic transmission. This engine is much heavier on fuel than the previous Ranger Raptor’s 2.0 Bi-Turbo diesel. But it does have much more impressive all-round performance. For long-distance highway driving and overtaking acceleration, Ranger Raptor is unrivalled in class.
In sand and dune driving, where power is more important than torque, the Ranger Raptor 3.0 V6 turbopetrol is many times superior to the previous Raptor’s turbodiesel. Be warned, though, that the payload and tow rating are much lower than those of other double-cab Ranger bakkies. The Raptor can only carry 670 kg in its loadbed, and its tow capacity is capped at 2500 kg.
The best part is that you don’t have to drive it like an off-road racer all day, it still boasts all the creature comforts you’d ever need in your family double cab bakkie.
The Ford Ranger Raptor has had the performance section of the double-cab market to itself, but that hasn’t stopped Isuzu from forging ahead with its D-Max Arctic Trucks AT35. Impressively, these monsters are assembled mostly on the same line as the standard D-Max, before being pulled aside at various points in the process for the conversion.
Isuzu’s D-Max AT 35 features flared arches, gargantuan wheels (shod with 35-profile BF Goodrich tyres) and a bespoke Fox Performance suspension.
The AT 35 utilises the same 3.0-litre turbodiesel motor (140 kW/450 Nm) and 6-speed automatic transmission. It’s an older spec engine, so don’t expect performance fireworks, but its more than up to the task of sending the AT 35 up and down sand dunes, or wherever you’d like to go.
These D-Max AT35s are special-order vehicles. The 35-inch tyres offer a lot of traction and flotation, but they also generate a lot of road noise, which can be tiring on a long-distance highway drive. Rotational weight is another issue, and the Isuzu AT35’s huge tyres and high rotational weight result in a significant increase in fuel consumption.
This something incredibly endearing about the decidedly old-school Toyota Land Cruiser. It’s never had gadgets or gizmos, relying on tried-and-trusted mechanicals to do all the work. There’s a reason why Toyota still makes the 70-Series of Land Cruisers, despite the rise of vehicles offering similar levels of capability, with far more comfort and convenience features; reliability.
Toyota sells its Land Cruiser range in 170 different markets and its customers are some of the most demanding owners imaginable: people who use their vehicles to run businesses and emergency services where there are none. For them, vehicle durability is of paramount importance.
The Hilux 2.8 turbodiesel engine has replaced Toyota’s legendary diesel V8 as the primary powertrain for the Land Cruiser 79. It might be a technical upgrade that irks traditional Land Cruiser fans, but the 2.8 turbodiesel has a much better balance of weight, power and economy compared to the 4.5 V8. And it comes with a six-speed automatic transmission, which makes the Land Cruiser 79 much easier to drive in traffic, as opposed to working that commercial-vehicle clutch weight and shifter that the 5-speed manual V8 had.
Land Cruiser 79 has excellent weight-carrying ability and a very rugged chassis. But it’s not perfect. The ground clearance isn’t as good as that of other bakkies on this list. And then there’s the rear axle width issue.
Toyota Land Cruiser 79s run with rear axles that are narrower than the front. It’s a legacy issue that arose when the 4.5 V8 engine was first offered in Land Cruiser 70, back in 2007, and a wider front axle was used to accommodate the larger engine. The 4.5 V8 engine has been phased out, but the mismatched axle issue remains.
The problem is that, with a narrower rear axle, the Land Cruiser suffers much more tyre drag in sand. And it’s not that stable when towing on a corrugated dirt road. Weirdly, Toyota has no plans to fit track-corrected rear axles to the Land Cruiser 79.
There’s a choice of petrol and diesel engines, the latter tuned to run on poor quality fuel that’s found far off the beaten track. Us? We’d lean towards the mighty 4.0-litre V6 petrol. One of our contributors calls this the ultimate bakkie of the decade…
Toyota’s new Hilux has been revealed and will hit the market in 2026. But the GR-S version of the current Hilux is still a great all-terrain bakkie and worthy of consideration.
The GR-S upgrades aren’t just cosmetic. You get all the technical upgrades that matter, making these GR-S versions a bit more capable than a standard Hilux 2.8 4×4.
Toyota added monotube shock absorbers to the GR-S, which help improve ride quality on corrugated dirt roads. It gives you a bit more control and traction in severe off-road conditions. Working with the suspension upgrade are BF Goodrich all-terrain tyres. These tyres have the size and casing toughness to confidently venture onto the most testing off-road trails, without worrying about punctures or traction.
But the GR-S’s most notable upgrade is the engine. It is the most powerful of all turbodiesel Hilux bakkies on sale. Toyota’s technical people worked hard to upgrade the 2.8 turbodiesel’s outputs to 165 kW and 550 Nm. Without sacrificing the legendary durability that Toyota’s Hilux’s engines are renowned for.
The GR-S is slightly trickier to park than a standard Hilux, though, because it has a wider track and broader bodywork. But that’s a small sacrifice, because the wider track does make it more stable at higher speeds, especially on rough gravel roads.
If you want a Ranger Raptor and your budget can’t quite stretch that far, then there’s nothing wrong with the standard Ranger Wildtrak or Wildtrak X. It loses the trick suspension and tyres, but still retains excellent ground clearance and a wading depth of 800 mm.
The engine is the same as the one found in the first-gen Raptor, a 2.0-litre bi-turbocharged diesel with 157 kW and 500 Nm. The updates to the 2.0Bi-T DC 4×4 Wildtrak auto do make it a stronger proposition than ever. This powertrain is impressive, refined and frugal, but if you want more highway speed and towing power, there is the 3.0 V6 turbodiesel option, too.
Ford’s engine spec for Wildtrak is changing in 2026. With the 2.0 Bi-Turbodiesel being retired. That means Wildtrak buyers will only be able to choose the 3.0 V6 turbodiesel in the near future, which delivers plenty of power and reasonable fuel economy.
It may have taken some time to land in SA, but the Jeep fanatics will be pleased with the Gladiator’s arrival. While it doesn’t come with a fire-spitting V8 engine, the Pentastar petrol V6 should satisfy most. Also, did we mention its a convertible and you can detach the doors and windscreen?
The Gladiator features chunky 32-inch BF Goodrich rubber (255/75R17) wrapped around 17-inch Granite Crystal alloy wheels a Rock-Trac 4×4 system with 4LO, front- and rear diff-locks, 3rd-generation Dana 44 axles, a limited-slip differential, and you can even disable the front sway bars if the going gets really tough. The usually vulnerable underside of the vehicle is protected by steel rock rails and a quartet of skid plates.
Gladiator’s hardcore undercarriage, axles, suspension components and locking diffs make it wildly capable. The only bakkie that can really rival it is a Ranger Raptor. The Jeep is superior to a Land Cruiser in almost every way on off-road terrain.
But Gladiator’s sheer size is its weakness. This is a huge bakkie, which is longer than any other double-cab on our list. And that means it can be quite demanding to drive in city traffic and park at the mall or school parking area, because of its long rear overhang and bloated turning circle.
It also competes with the Ranger Raptor for the dubious honour of being one of the least fuel-efficient bakkies on sale. Also, like the Raptor, it can’t carry much weight on the back. The Gladiator’s enormous leadbed is rated for only 693 kg of payload.
The UK government has announced a R3.7 million package for skills development in the electric car sector.
In comparison to the rest of the world, South Africa is lagging when it comes to electric vehicles. Right now, the current electric car offerings are all high-end luxury vehicles that the average motorist cannot relate to.
Worst still, the car factories in South Africa are behind when it comes to building the latest generation of electric cars. We’re in a real danger of being left behind and if the SA factories cannot build appropriate vehicles for export, we’ll be in serious trouble.
BusinessTech reports that the UK High Commission has announced a small financial package to the tune of £190 000 (around R3.7 million) to fund new skills development in South Africa for the electric vehicle sector. Vitally, this money will be used to find research to make sure that students in South Africa will learn appropriate and sought-after skills that will be needed when electric vehicles become mainstream.
“This partnership is about supporting South Africa to achieve its own targets for decarbonisation over time, supporting a just transition and unlocking the significant investment opportunities created in a rapidly emerging low carbon global economy,” said British High Commissioner to South Africa Antony Phillipson.
“The UK is a long-standing partner in supporting South Africa’s climate ambitions, having invested over R4.8 billion (£250 million) in International Climate Finance in South Africa between 2011 and 2021. In recent years, UK firms have been responsible for 50% of investment in the fast-growing renewable energy sector. “This week we were delighted to announce even more UK-South Africa partnerships with new support for electric vehicle training, and research into green hydrogen skills – to ensure that South African workers and young people are the major beneficiaries of the country’s transition to a greener future.”
While we don’t think electric vehicles will suddenly replace conventional internal combustion-powered vehicles overnight in South Africa, it is important that international trends and skills are passed to our learners so we keep pace on a global scale.
The Mini E, currently SA’s cheapest electric car on sale
Peugeot has revealed its new 408 which boasts an elegant fastback design, an edgy tech-laden interior and the choice of ICE and PHEV powertrains and with an all-electric 408 coming later.
Peugeot products really do stand out from the crowd. Just look at the 208, 2008, 3008, and 5008. They are far from mundane and they have style that their rivals just can’t match.
The latest new addition to Peugeot’s range is the new 408 which has just been revealed for Europe, and yes, it looks stunning! It’s a new shape for the French firm and can best be described as a sedan-SUV with a fastback-coupe-like silhouette. It’s a thing of beauty.
The color-coded grille design gives the impression that the 408 is all-electric, but in 2023 it will initially be offered with both ICE and PHEV powertrains (see below) while an electric 408 will follow later. The sleek fastback silhouette stretches a total of 4 690 mm in length with a wheelbase of 2 790 mm which has resulted in a spacious cabin for passengers with Peugeot claiming 188 mm of legroom for rear passengers while the load bay offers a generous 536 litres, expanding to a whopping 1 611-litres with the rear seats folded down.
The new 408 features an edgy, futuristic design execution and is well-equipped with technology.
The stylish exterior is matched with an equally modern and edgy interior design with Peugeot’s latest generation i-Cockpit comprising a compact steering wheel and two 10-inch screens that make up the digital instrument cluster and infotainment system.
The 408 is also equipped with 6 cameras and 9 radars that feed into a suite of 30 driver assistance systems including adaptive cruise control with stop and go function, night vision with pedestrian / cyclist / animal warning, long-range (75 m) blind spot warning, active lane departure warning with lane correction, 180-degree rear reverse camera, 360-degree parking assistance, road sign recognition, driver attention alert and rear traffic alert, to name but a few.
What powertrains will be offered with the Peugeot 408?
The 408 will be offered with ICE, PHEV and BEV powertrains.
The new 408 will employ the familiar 1.2-litre turbopetrol engine, the same that powers the 2008, with 96 kW and 230 Nm of torque on offer.
Peugeot will also offer a pair of plug-in hybrid derivatives, combining a 81 kW electric motor and either a 110 kW or 132 kW 1.6-litre turbopetrol engine. Total power outputs for the base 408 comes to 133 kW and 360 Nm while the more powerful 408 offers 165 kW and the same torque figure of 360 Nm. An 8-speed automatic transmission directs power to the front wheels for all 408 derivatives. A battery-electric 408 will come to market later in 2023.
Both plug-in hybrid derivatives are fitted with a 12.4 kWh Lithium-ion battery (102 kW output) as well as a standard 3.7 kW single phase charger while an 7.4 kW single phase charger will be optional.
Peugeot says that charging time using a 7.4 kW Wall Box and the 7.4kw on-board charger will take just 1 hour 55 minutes while the 3.7 kW on-board charger will take 3 hours and 50 minutes. A domestic 3-pin socket with an accessory charging cable and using the 3.7 kW on-board charger will return a full charge in approximately 7.5 hours.
The Peugeot 408 will go on sale in Europe in early 2023 and will also be sold in global markets. We have reached out to Peugeot South Africa to find out if the 408 will come to South Africa but it has yet to be confirmed for local introduction. As always, we will keep you updated!
The Suzuki Vitara Brezza and its Toyota sibling (the Urban Cruiser) have proven quite popular since touching down in South Africa. Now, to mark the 1-year anniversary of the Vitara Brezza in the Mzansi market, Suzuki Auto SA has launched an S-Edition derivative of its budget crossover.
We like: Peppy performance, comfortable and spacious cabin, affordable to buy and cheap to run.
We don’t like: Begging for a 6th gear, lack of stability control, wind and road noise at triple-digit speeds.
The S-Edition spec adds wind deflectors, new wheels, a new-look grille and other visual goodies.
When the crossover craze well and truly took hold, Suzuki was well positioned to produce models that would suit changing consumer tastes. Budget crossovers are based on ordinary hatchbacks and the Japanese marque offers acclaimed 5-door models such as the Celerio (new for 2022) and Swift (SA’s most popular passenger car in May 2022); what’s more, the firm has strong reputation for building a variety of SUVs, such as the Jimny and Vitara.
It’s no surprise, then, that the Vitara Brezza found instant favour. It’s the brand’s entry point to its crossover/SUV family and has all the hallmarks that we’ve come to know and respect about Suzuki: fun-to-drive characteristics, good affordability, and frugal fuel consumption.
Suzuki Auto SA says the S-Edition of the Vitara Brezza was conceived to celebrate the model’s first birthday in South Africa. It’s a standard GL-grade Brezza, but features additional visual accessories, such as new-look cubic chrome grille, a silver skid plate on the front and rear bumpers, silver side garnishes, new 16-inch alloy wheels, and wind deflectors fitted to the doors. Inside, some of the dark cabin trim has been replaced by a lighter silver colour.
The Vitara Brezza’s cabin is nicely laid out, but there are some marginal finishes.
The interior of the Suzuki Vitara Brezza has a simple, no-frills layout but it’s a pleasant space to occupy, nonetheless. The instrument cluster is neat, with a comprehensive trip computer positioned between the dials and the info displayed is clear and legible. The silver inserts of the S-Edition give the otherwise black-on-black cabin a modicum of pizzazz, which we like.
Despite the budget crossover’s compact dimensions, its cabin is relatively spacious. Rear occupants are availed reasonable leg- and headroom (so much so that adults could sit on the rear bench comfortably), but the the load-bay capacity (328 litres) in on the small side for the segment. In comparison, the Hyundai Venue and Kia Sonet offer 350 litres and 392 litres respectively. If you want more space, the rear seats split and fold in a 60/40 configuration.
Rear leg- and headroom are good.
It’s great to see that unlike many car makers that have attempted to infuse un-sporty family vehicles with dynamism (most of them without much success), Suzuki made on-road- and occupant comfort the Vitara Brezza’s primary focus, which is apt, considering the model will be used primarily for commuting. The high-seating position helps greatly with entry and exit.
The standard spec is good at this price point. You get a nifty Apple CarPlay- and Android Auto compatible infotainment touchscreen system, a front USB port, electric windows, a multifunction steering wheel, a reverse-view camera, rear parking sensors and auto aircon (climate control).
Smartphone-screen mirroring technology has revolutionised in-car entertainment. Maps, music and more!
Do we have criticisms? Yes, although this is an affordable car, some cabin elements do feel “made to a price” and not in good way. We also wish the steering column offered a greater range of adjustment; it took us some testers a while to find a comfortable driving position.
Another issue we have is the lack of electronic stability control, which is surprising, considering Suzuki’s other entry-level model – the Celerio – does feature this technology. Anti-lock brakes and two front airbags are essentially the only safety features fitted.
Performance and Efficiency
Under the bonnet is a 1.5-litre 4-cylinder naturally-aspirated petrol engine that produces modest outputs (77 kW and 138 Nm) and is mated with a 5-speed manual gearbox – to be fair, it’s a powertrain we’ve experienced in numerous other Suzuki products. The Japanese firm claims a rather miserly average consumption figure of 6.2 L/100 km for the derivative.
The instrument cluster features clearly-marked dials and a detailed trip computer/driver info display.
Due to the vehicle’s relatively low kerb weight of 1115 kg, its engine doesn’t need to work too hard (at least if you adopt a measured driving style, anyway), so, after a week’s worth of driving in mixed scenarios, the Vitara Brezza indicated a commendable figure of 7 L/100 km.
The powertrain’s performance is fair; the front-wheel-drive Suzuki performs with adequate vigour in and around town. The 5-speed gearbox is effortlessly light and direct to use, which is a bonus for those who’d rather change gears themselves than use the 4-speed automatic.
We’ve yet to drive the Vitara Brezza (or its Toyota sibling) at Gauteng altitudes where naturally-aspired (non-super or -turbocharged) engines suffer a 17% power deficit, but based on simple mathematics, we reckon there’d still be around 65 kW on offer. At sea level, when in first and second gear, the Suzuki’s motor feels spirited and revs quite freely.
For convenience, radio and phone controls are located on the multifunction steering wheel.
So far so good, then. However, things go a little awry when you’re travelling on the open road. The weak link here is the gearbox, which would really benefit from an extra (top) gear.
You see, the Vitara Brezza is clearly geared for the urban commute and the lack of a 6th gear means the engine is spinning at 3600 rpm at the national speed limit (120 kph), which hurts fuel economy and your eardrums, because the cabin sounds boomy. We appreciate that a 6-speed ‘box would push up the model’s price/reduce its value-for-money proposition, but still.
Ride and Handling
These 16-inch alloy wheels are wrapped in high-profile rubber.
In day-to-day driving round town, the Vitara Brezza offers a comfortable and pliant ride quality, but, as we’ve mentioned, the model feels a bit breathless in flowing freeway traffic. Interestingly, the wind deflectors also seem to increase the amount of wind noise…
The steering-wheel action is pleasingly direct and light, which is a great combination for when you need to thread through traffic or execute parking manoeuvres in confined spaces. The forgiving suspension, meanwhile, absorbs the worst of the bumps and dips in the road.
As a bonus, the Suzuki’s ground clearance of 198 mm and high-profile tyres give it some ability if you’re travelling on dirt and gravel roads. We’re not suggesting you should head to your nearest 4×4 trail, but if you do traverse unsealed roads, you’ll have enough clearance to clear rocks, potholes and ruts that would usually cause damage to sedans and hatchbacks.
When the tar turns to dirt, the ground clearance and thick tyres will be of great use.
Price and After-Sales Support
The Suzuki Vitara Brezza GL S-Edition costs R273 900, which includes a 5-year/200 000 km warranty, 4-year/60 000 km service plan and 3-year/unlimited km roadside assistance.
The Vitara Brezza is an accomplished crossover that does more right than wrong. Its value-for-money proposition is compelling, especially considering Suzuki’s enviable reputation for excellent reliability and after-sales support. The level of features at this price point is fair, but we wished the S-Edition featured electronic stability control. We expect an updated model to debut at some point in 2022 – hopefully that will coincide with a higher safety specification.
So, should you buy one? If generous luggage capacity isn’t high on your priority list and you don’t intend to undertake many long-haul road trips (where you’d likely cruise at triple-digit speeds), then yes, this vehicle is certainly worthy of your consideration. However, given South Africans’ predilection for taking road trips, you could also get into a Kia Sonet 1.5 LX; it’s a bit pricier, but offers a more capacious load bay and a 6th gear for a more relaxed drive.
Final Farewell? Ford Focus Will Be Dead By 2025
While it’s not been possible to buy a new Ford Focus in South Africa since the first half of 2019, it seems the hatchback’s time on the global stage is coming to an end, too…
Ford has confirmed it plans to wrap up production of the Focus hatchback in Europe by 2025, bringing down the curtain on what will by then have been a 27-year run for the nameplate.
The news come after the Blue Oval brand announced the “next step in its transformation” towards an “all-electric future” in Europe, selecting its Valencia plant in Spain to produce vehicles based on a next-generation electric platform. That means the Saarlouis factory in Germany, where the Focus is currently built, misses out.
In fact, the Dearborn-based automaker has gone as far as confirming there are no plans to replace Focus production in Saarlouis when the product cycle ends in 2025.
According to Automotive News Europe, Ford of Europe Chairman Stuart Rowley told media the company was “seeking other alternative opportunities for vehicle production at Saarlouis”, including potentially selling the factory to another manufacturer.
“We do not have in our planning cycle an additional model that goes into Saarlouis,” Rowley said, confirming the end of the line for the Focus by 2025.
A quick look at the history of the Focus
The original Focus was launched in Europe back in 1998, with the second-generation version hitting the global stage in 2004 (and being built here in South Africa, as well as at other sites) and the third iteration going into production late in 2010.
While the first three generations were sold locally, the fourth-gen model (and the 206 kW ST pictured above) didn’t ever make it to South Africa, much to the dismay of local Ford enthusiasts (and despite there being initial plans to launch it here).
Ford Motor Company of Southern Africa effectively axed the nameplate locally when the third-gen Focus range – which included sedan and hatchback body styles, as well as the front-driven 184 kW ST and all-paw 257 kW RS hot hatches – was discontinued at the end of the first quarter of 2019.
Since then, Ford has also pulled the Figo and Fiesta line-ups from the South African market, leaving the Mustang as its only true passenger-car offering.
The 257 kW Focus RS was discontinued in SA in 2019, along with the rest of the third-generation range.
How the Toyota RAV4 rules the world
Why nobody ever mentions the world’s best-selling car.
You can talk about vehicle marketing merits and test data, but nothing is more transparent than cold, hard new-vehicle sales figures.
A model can have the cleverest design and slickest functionality, but that counts for little if the product sells poorly. And each year, the world’s most popular model range is subject to analysis.
With all the data from 2021 collated, the model that outsold all others was a Toyota… but it’s not the one you think. The Corolla has been Toyota’s true “global car” for many decades, but demand for the traditional sedan (and its hatchback equivalent, for that matter) is waning dramatically. In 2021, Corolla sales were flat, globally.
If any Toyota was most likely to be the world’s most popular vehicle in 2021, it must be the Hilux, right? With its huge cluster of variants and derivatives (it’s sold in virtually every country and territory), Hilux enjoyed 22% sales growth. But it was bested by Toyota’s most stealthy success: the RAV4 medium SUV.
No vehicle illustrates Toyota’s product acumen better than the RAV4. As buyers of mid-sized cars disengage from hatchbacks and sedans, crossovers and SUVs have benefitted. It’s a trend that’s unlikely to change soon.
Even in the early to mid-1990s, Toyota foresaw that Camry and Corolla would eventually succumb to all-terrain vehicle popularity.
How Toyota saw the future
Virtually all manufacturers now produce a crossover or SUV of some kind. Even Ferrari has relented and resigned itself to sacrificing brand values at the altar of profitability (its upcoming SUV will be called the Purosangue).
Toyota was way ahead of the trend and laid the foundation for its success in 1994. That year, it launched the RAV4, when most rival brands invested in compact luxury coupes and MPVs. This was the era of Renault’s Scenic and a collection of affordable coupes that South Africans mostly missed out on, but for the Opel Calibra and Mazda MX-6.
Toyota realised that a 1990s-era “affordable” coupe was very compromised as a long-term ownership proposition. The moment coupe owners had kids, their cars became deeply impractical.
Toyota’s original RAV4 proved that you could go sensibly and mildly off-road, without low range. Now it’s widely accepted, but many considered the notion laughable in the mid-1990s. Most automotive study groups and brands could not imagine significant demand for a compact SUV that didn’t have extreme gradient climbing ability. How wrong they were.
At the time most brands were launching FWD coupes, like Mazda with its MX-6, Toyota brought the RAV4 to market.
Why the mild all-roader won
While many of its competitors were investing in MPVs and front-wheel-drive coupes, Toyota saw the future with the RAV4. Ford and Nissan both had similarly sized vehicles to the first-gen RAV4, but they were ladder-frame-based off-roaders with low-range transfer cases. However, the Maverick and Terrano had too much off-road ability for their size; they were too small to be stacked with Overlanding gear and too unwieldy to serve as passenger cars on the daily commute.
Toyota recognised passenger-car switchgear and ride quality, combined with enhanced ride height and confident gravel touring ability, was what the market wanted.
Vitara did much to establish the Japanese compact all-terrain vehicle market globally. But it was too rugged, and unrefined, compared with a RAV4.
The RAV4 entered a market with few rivals. In truth, there was only one. Suzuki’s Vitara predated the RAV4 by nearly six years, but Toyota’s SUV was immediately more successful. The reason was simple: the Aicho-based brand recognised that even the most ardent outdoorsy person would still spend most of their time driving their compact SUV on tar.
RAV4 is capable as it needs to be. I’d know, I’ve travelled in convoy through Botswana in a RAV4. With Prados and Fortuners, trailing… and the RAV4 incurred no damage.
The success of the RAV4 says much about engine preference, too. Toyota offers mild-hybrid RAV4s, but no pure EVs or turbodiesels. Within the Toyota product matrix, there’s more hybridisation happening than what the brand crows about.
For decades, Lexus and Prius have allowed Toyota to run a parallel hybrid development and product integration programme. The moment diesel engines became too toxic for most markets, Toyota had mild hybrids ready to power the RAV4.
Toyota has managed the disengagement from diesel – and pivot to hybridisation – better than most carmakers.
While many of its rivals struggle with the cost implication of tapering diesel sales, and sourcing expensive petrol-hybrid replacements to futureproof their products, Toyota has much less of an issue.
In South Africa, the Hilux is revered, hence its best-seller status. When the conversion trail turns to Toyota, it’s imagery of rugged adventure vehicles that forms in the mind: Land Cruiser 70 and 300 Series. Hardly anyone mentions RAV4.
Perhaps this has been Toyota’s most remarkable achievement with the model. It’s a vehicle that nobody lists as a primary consideration in conversation, but it outsells everything.
The “real world” is that most euphemistic place, where people actually buy and own cars, instead of merely pondering them. And for most global real-world buyers, Japanese vehicles, specifically Toyotas, retain a lot of premium appeal.
With off-road specification tyres, the RAV4 can do more than most of its owners would ever need.
Does RAV4 prove that Japanese cars rule the world?
A telling aspect of the RAV4’s status as the world’s reigning best-selling vehicle, is that it is Japanese. The broad view is that Japan’s automotive industry peaked just after RAV4 was launched in the mid-1990s.
The assumption is that German dominance is inarguable. And any Asian automotive entity capable of world domination will be either Korean or Chinese. Not Japanese. But the RAV4 proves that between marketing perception and the actual “real world” market, there’s a significant underappreciation of Japanese automotive legacy – and customer loyalty.
The RAV4’s best-seller status is not a happy accident for Toyota. Or a coincidence. Or pandemic supply-chain related. Now in its 5th generation, the RAV4 has an endearing heritage. Throughout nearly three decades, it has offered a near-ideal blend of passenger-car driveability and all-terrain ability. Not too much of the latter, and not too little of the former.
Jeep Gladiator (2022) Launch Review
The mighty Jeep Gladiator has touched down in South Africa and we’ve had a quick taste of its capabilities at the model’s local launch in Gauteng. Is this SA’s coolest double-cab bakkie?
It has been a quiet period for Jeep’s South African subsidiary. With the Stellantis merger affecting the order of business along with the pandemic, semi-conductor shortage and supply-chain issues, Jeep SA hasn’t had much to crow about.
For the US brand, the Gladiator double-cab bakkie is a pretty brash, in-yer-face way of announcing that you’re still open for business in 2022! Stellantis SA says it has opened 11 new dealers in 2022, increasing its footprint to almost 90.
An off-road course is the Gladiator’s happy place.
What’s on offer?
The Jeep Gladiator double-cab bakkie has gone on sale with just one trim level and a single engine-transmission combination. The Gladiator Rubicon is powered by a Pentastar 3.6-litre V6, which has peak outputs of 209 kW and 347 Nm. The ‘box on duty is an 8-speed automatic unit allied with a low-range transfer case.
The Rubicon level of trim covers all the bases, which is to be expected – given the model’s 6-figure price tag, but before you close the window, hear us out. What luxury and off-road-capable SUV doesn’t cost over R1 million? Even executive SUVs – most of which are German in origin – have asking prices comfortably in excess of one bar…
For off-road fans, the Gladiator offers some tantalising numbers to consider, including a ground clearance of 249 mm, a wading depth of 800 mm, approach/departure angles of 43.4/26 degrees, a payload of 693 kg, plus it can tow a 2 721-kg trailer. Tyres? You’re covered with chunky 32-inch BF Goodrich rubber (255/75R17) wrapped around 17-inch Granite Crystal alloy wheels.
There are plenty of gadgets and toys to keep the Jeep fanatics happy.
Physically, the Gladiator is a dauntingly-large bakkie, or should we say “truck” (with a yee-haw accent)? At 5 540 mm long, with a wheelbase of 3 490 mm, the Gladiator is not going to be the easiest thing to park. It’s an immense vehicle.
Just look at it though. It’s achingly cool and macho – you could easily envision a military version of this Jeep, packed with marines in full gear and armed to the teeth, charging across a battlefield. In an era of softer and gentler designs, this is a brash and bold rebuke of the crossover establishment. Even the colour names are interesting; Sarge Green, Sting Grey and Firecracker Red are three of the nine hues on offer.
The Gladiator’s features
The roof, doors and windscreen can all be detached for outdoor escapades.
The Jeep Gladiator comes with many unique features, such as the ability to detach its doors and drop the windscreen for that “taming the great outdoors” experience. You can also completely remove the roof; Jeep boasts that its Gladiator is the only convertible bakkie on sale right now…
Inside, you’re spoilt with luxury features such as heated leather seats and a -multifunction steering wheel. The specification sheet also lists keyless entry, push-button start, a new 8.4-inch touchscreen infotainment system with Apple CarPlay and Android Auto, 3 USB ports up front and 2 USB ports for rear occupants. There’s even a detachable Bluetooth speaker, which is charged by the car.
Cleverly, the rear passenger bench can be lifted up and underneath there’s substantial storage space. This area is lockable too.
Storage boxes are availed underneath the rear-bench squab.
Several safety features are fitted, but over and above the expected active and passive safety systems, the Gladiator has adaptive cruise control, blind-spot assist, rear cross-traffic assist, plus a reverse-view camera.
Of course, the Gladiator’s go-anywhere capability is its calling card, which is why the newcomer is comprehensively equipped with off-roading tech. There’s a Rock-Trac 4×4 system with 4LO, front- and rear diff-locks, 3rd-generation Dana 44 axles, a limited-slip differential, and you can even disable the front sway bars if the going gets really tough. The usually vulnerable underside of the vehicle is protected by steel rock rails and a quartet of skid plates.
What is it like to drive?
The Gladiator isn’t the most accomplished highway cruiser, but comes alive on the dirt.
Our launch route encompassed a great blend of on-road driving, combined with some brisk traverses of dirt roads that connect the farms of the North-West province and the challenging Hennops River 4×4 trail that awaited us at the end.
Let’s get the bad news over with first. At 120 kph, the Gladiator’s cabin is affected by a bothersome combination of road and wind noise, but to be fair, you cannot realistically expect the utilitarian Gladiator to have a perfectly quiet and insulated cabin; considering that you have the ability to remove the Jeep’s doors and roof, it’s anything but a conventional luxury SUV. We suspect the noise would make the Gladiator tiresome to drive on long trips, but we’ll put that to the test soon.
We also found the on-road steering setup to be overly assisted; it lacks in feel, as well as weight and precision. The ride quality was surprisingly supple, given the vehicle’s body-on-frame configuration, but the trick 5-link coil suspension made short work of most road imperfections. Having said that, the Gladiator does suffer from the same affliction as all bakkies – its ride quality can get quite jiggly on dirt roads.
The engine-transmission combination proved quite impressive, with the V6 sounding particularly spicy right from the get-go. Interestingly, Jeep offers a factory-backed Mopar performance exhaust, which we think a lot of customers will specify. Fuel consumption, well a big V6-powered American truck is never going to be the most fuel efficient and we saw 14 L/100 km on the trip computer.
The author puts the low-range and diff locks to the test.
Now for the good news… In terms of off-roading prowess, the Gladiator is as accomplished as you’d expect it to be; in fact, it’s arguably even more capable than that, courtesy of its highly fettled suspension setup with some goodies from Fox.
With excellent ground clearance and wheel articulation, the Gladiator will clear most of the off-road obstacles that it’s likely to encounter and venture further into the wilderness than pretty much everything this side of the Ford Ranger Raptor and Toyota Land Cruiser 79. While it looks expensive and cool, this model is still a Jeep at heart and eminently prepared for fun-filled adventures on the rough stuff.
Summary
“Are you not entertained?” asked Maximus Decimus Meridius – the lead character in the Academy Award-winning film Gladiator from the year 2000 and, in the case of Jeep’s new double-cab bakkie, we are happy to reply with a resounding “Yes!” The (Jeep) Gladiator is one very cool and capable off-roader and we’re itching to spend more time with it. We’ve had a taste of its skillset on the trails, but what is it like to live with? We hope to answer that question soon.
Jeep SA has said that due to global supply issues, stock availability of the model may become a problem, but it’s hoping to secure around 35 units a month for our market.
